1.8 BP vs. FP...?

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Jermaniac
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1.8 BP vs. FP...?

Post by Jermaniac » Wed Sep 24, 2014 5:28 pm

Wat is het grote verschil (behalve de meest opvallende) tussen de oudere 1.8 BP blokken en de nieuwere generatie FP-DE blokken?
De 1990 323F heeft een BP GT-blok met 131 pk. De belgen doen het met de GRSi, 140pk. Allebei BP.
Waarom heeft de FP-DE in de 626 dan maar 106 pk, terwijl dat óók een DOHC is. De SOHC BP had al 106 pk...
Issie dan zo geknepen? Zou je dan zeggen: donder er een BP blok in die 626 (als dat gaat passen) of zit het em in de ECU, of nokkenassen? De latere 323(f), type BJ, heeft al 115 pk. Dezelfde als in de 626.
Volgens Wikipedia zal de FP-DE 122pk moeten hebben. Waarom krijgen wij dan zo weinig? :-o

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Marcel Smeding
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Re: 1.8 BP vs. FP...?

Post by Marcel Smeding » Sat Oct 18, 2014 11:58 am

Deze blokken zaten normaal gesproken in de 626 ge's
1.8 L = FP I4
2.0 L = FS-DE I4
2.5 L = KF-ZE V6
2.5 L = KL-DE V6
2.5 L = KL-ZE V6 (is een fabrieks opgevoerde kl-de)
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Re: 1.8 BP vs. FP...?

Post by Marcel Smeding » Sat Oct 18, 2014 12:04 pm

The FS and FP are structurally different from the original F-blocks with much smaller bore spacing, much shorter deck height and smaller head and journal dimensions. The FS and FP are more closely related to the Mazda BP engine than they are with the original F-engine.

FS[edit]

The 2.0 L (1991 cc) FS has an 83 mm bore and 92 mm stroke and produces 130 hp and (97 kW) and 135 lbf·ft (183 N·m) in its most common variant up to 170 hp in the Japanese Domestic Market. In 1998 the engine evolved into the FS-DE by undergoing several changes, most notably a distributorless ignition as well as the move from hydraulic lifters to solid shim-on-bucket lifters. Japan received a couple of variations of the FS motor, all with increased power outputs. The highest being the Mazdaspeed Familia version of the FS-ZE which produced 170 hp. Mazdaspeed US decided to turbocharge the US FS-DE, known as the FS-DET in 2003 for the Mazdaspeed Protegé and it generated 170 hp (127 kW) and 160 lbf·ft (217 N·m), the same hp rating as the naturally aspirated Mazdaspeed Familia edition FS-ZE but with a sharper torque curve. This means that the Mazdaspeed Protegé's engine is internally identical to the regular FS-DE, except with a turbocharger installed.

The updated FS-DE engine did enjoy a few minor technical features, such as:
Oil Squirters
VICS (Variable Inertial Charge System) - A system that can vary the volume of the intake manifold resulting in a broader power band. There were known issues with this system, the most noteworthy was a defect which allowed screws that secured the VICS butterfly valves to come loose and end up being sucked into the engine. Some engines had to be replaced entirely due to the extent of the damage caused.[2]
VTCS (Variable Tumble Control System) - A set of butterflies in the intake manifold that would close to promote low emissions combustion under cold start at low engine speeds. These had a reputation of being noisy at times.
Windage Tray

Applications:
1993–2002 Mazda 626
1993–1997 Mazda MX-6
1999–2001 Mazda MPV (Japan)
1999–2003 Mazda Capella
2001–2003 Mazda Protégé
1993–1997 Ford Probe
1999-2006 Kia Carens

FP[edit]

The 1.8 L (1839 cc) FP is a destroked version of the FS, with an 83 mm bore and 85 mm stroke. It produces 122 hp (91 kW) and 120 lbf·ft (163 N·m). This engine is often incorrectly called the F8, which is the earlier destroked engine based on the FE. The FP enjoys a much better power band vs the FS due to slightly different camshafts and a better rod ratio over the regular FS-DE.

The FP is very close to the FS in many ways and shares a large percentage of parts but has its own FP specific block, crank, rods, pistons and timing belt. The pistons for the FS produce a compression ratio of 9.1:1 (USDM) but when FP pistons are used in the FS they yield 9.7:1 compression ratio. The biggest performance difference is that the European 1.8L FP & 2.0L FS both have maximum compression of 15.0 bar (213 PSI) vs the North American 2.0L FS which has a maximum compression of 11.5 bar (170 PSI). The KL & FS ATX engines both require 10° BTDC ignition timing while the FS MTX & FP require 12° BTDC. The FP does not share the same G25M-R transmission as the FS. In the Protegé it uses a F25M-R instead
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Re: 1.8 BP vs. FP...?

Post by Marcel Smeding » Sat Oct 18, 2014 12:09 pm

The Mazda K-series automobile engine is a short stroke, 60° V6 24-valve with belt-driven DOHC and an all-alloy construction. Their displacements range from 1.8 L to 2.5 L. They all use a 27-degree DOHC valvetrain with directly actuated hydraulic (HLA) bucket lifters. The K-series also feature a highly-rigid, aluminum split-crankcase engine block design with 4-bolt mains with additional bolts securing the lower block, an internally balanced forged steel crankshaft with lightweight powder forged carbon steel connecting rods. They were designed with the intent of being as compact as possible for short-hood front-wheel drive applications.

One unique innovation of the K-series was the introduction of Variable Resonance Induction System (VRIS). Based on the Helmholtz resonance principle, the intake manifold is equipped with 3 chambers tuned to a specific resonant frequency. The computer dynamically switches between each resonant chamber to achieve the appropriate resonant frequency for the engine's rpm. This effect optimizes volumetric efficiency over a given rpm range to provide maximum torque over the entire rpm range. VRIS is used on the K8, KF, and KL but nearly all modern V6 engines are now using this technology.

The K-series all have a 7,000 rpm redline with 7500 rpm limiter, which given the engine design is conservative. The KJ-ZEM Miller cycle engine had a 6,000 rpm redline, but was only available with an automatic transmission.



Contents [hide]
1 K8
2 KF
3 KJ-ZEM
4 KL
5 External links


K8[edit]

The 1.8 L (1845 cc) K8 is among the smallest production V6 engines ever; and also the first K-series engine to be used in a Mazda car (in the Mazda MX-3). It was a DOHC 4-valve design with VRIS and a 75 mm (2.95 in) bore and 69.6 mm (2.74 in) stroke. It produced 130 hp (97 kW) in US trim (sometimes referred to as "K8-DE"), and 135 hp (101 kW) in Japanese trim (the "K8-ZE") on introduction in 1991 and 144 hp (108 kW) and 115 lb·ft (157 Nm) at its best.

Applications:
Mazda MX-3
Eunos 500

KF[edit]
2.0 L KF - 1995 cc (78x69.6 mm) - The 2.0 L KF engine was available in various states of tune. The KF-DE produced 140 hp (100 kW) and 132 lb·ft (179 N·m) and later on 144 hp (107 kW) and 132 lb·ft (179 N·m). The JDM version KF-ZE engine produced 160 hp (120 kW) and 132 lb·ft (179 N·m). The Lantis Type R variant produced 170 hp (130 kW) and 140 lb·ft (190 N·m).

Applications:
1991-1997 Mazda Mx-6
1992-1993 Eunos 500, 160 hp 180 N·m (133 lb·ft)
1993-2002 Eunos 800
1992-1998 Efini MS-8
1993-1999 Xedos 6
1993-2002 Xedos 9
1993-1996 Mazda Lantis
1994-1996 Mazda 323f V6 GLX
1996-1998 Mazda 323f ZXi

KJ-ZEM[edit]

The 2.3 L (80.30 mm bore 74.20 mm stroke, 2255 cc) KJ-ZEM is one of Mazda's most technologically advanced engines. It employs the "Miller cycle" which uses a supercharger to increase compression efficiency by decreasing the compression losses (i.e., flywheel energy used to compress the intake charge in the cylinder); and thereby increasing the net power output of the V6. It was used in the T-platform cars. The supercharger used is the twin-screw type with electronic boost control. Power output was 217 hp (162 kW) and 210 lb·ft (280 N·m). The KJ-ZEM was on the Ward's 10 Best Engines list for 1995 through 1998.

Applications:
Mazda Millenia S
Eunos 800
Mazda Xedos 9

KL[edit]

The 2.5 L (2497 cc) KL family uses an 84.5 mm (3.33 in) bore and 74.2 mm (2.92 in) stroke. It includes the Japan-only KL-ZE, which produced 199 hp (149 kW) and 165 lb·ft (224 Nm). Another variant, the KL-DE (also known as the KL-03 outside the USA, and fitted to 2.5 litre Ford Probes) was the worldwide version, with 164-174 hp in various applications. In 1998 a revised version of the KL known as the KL-G4 was used in the 626. It featured solid lifters, a cast crankshaft to reduce rotating mass and a reworked intake system. The distributor was replaced with a Ford EDIS coil-pack ignition.

Mazda introduced a key technology with these engines, known as the Variable Resonance Induction System (VRIS). A series of two butterfly valves coupled with electronically controlled actuators varied the volume and length of a resonant chamber within the intake manifold. The valves actuate at particular engine frequencies (i.e. rpms) to produce optimal torque/horsepower output at any given engine speed. The valve operates to create three specific first-order resonant frequencies that increase cylinder air charge. All three resonances are used from 0 to 6250 rpm (6800 for the KL-ZE). Above that threshold, the first primary resonant chamber is again used, but at this engine speed the pressure wave from the second-order resonant frequency aids in charging the cylinder.

Applications:
KL-DE 1993-1997 Mazda MX-6 LS (A spec)
1993-1997 Ford Probe GT
1992-1995 Ford Telstar TX5 Ghia, TX5 Ghia 4ws
1993-1997 Mazda 626 ES, LX (after 1994)
1995-2002 Mazda Millenia L

KL-ZE 1997 Mazda Capella Wagon
1993+ Mazda 626 Jspec Sedan
1993+ Mazda MX-6 Jspec
1993+ Mazda MS-8 (Japan)
1993+ Mazda Eunos 600/800 (Japan)

KL-G4 1998-2002 Mazda 626 ES, LX
Mazda CX5 GT-M (2018 lease hok)
Mazda MX5 ND 1.5L GT-M (2018)
Mazda 626(ge) Hatchback 2.5L-24V (1994)
Mazda 818 coupe 1.3L 8V (1977)

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